Improvement in railroad-switches



JOHN H. AINSWORTH, OF PHILADELPHIA, PENNSYLVANIA.

IMPROVEMENT IN RAlLROAD-SWITCHES.

Specification forming part of Letters Patent No. 293,206, dated July 17,1877; application filed J une 4, 1877.

- To all whom it may concern:

tion and safe in operation-an object attained in the following manner,reference being had to the accompanying drawings, in which- Figure 1 isa plan view of my improved railroad-switch; Fig. 2, the same with theparts in a difl'erent position, and Fig. 3 a section on the line 1 2.

A and A are the main rails of the track; B and B, the rails of thesiding; D and D, the switch-rails, and E a guard-rail. The switchrailsare not pivoted in line with each other, and are of unequal lengths, theend of the rail D extending beyond the end of the rail D, and beingpointed, while the end of the rail D is tapered, but has a blunt point,in order to enable it to more effectually resist the strains to which itis subjected. The pointed portion of the switch-rail D is abrupt, thefull width of the rail being preserved almost to the end, so that theswitch-rail is much more substantial than the ordinary tapered rail.

Adjacent to the point of the switch-rail D the main rail A is bent, asshown at a, Fig. 1, so as -to allow the switch-rail to be brought intoline with the main rail.

The switch-rails are operated from a shaft, b, which should be providedwith a suitable operating-lever, and has two cranks, d d, the formerconnected by a rod, 0, to the rail D near the point, and the latter by arod, 0', to the rail D in a similar position, the cranks being ofunequal length on account of the different extent of throw of the endsof the two rails. The rails D D are also connected together and bracedby a tie-bar, f, which passes through an opening in the guard-rail E,and is arranged at that point where both of the rails D and D have thesame throw.

On each side of the switch-rail D, and extending from its point to andbeyond the joint between it and the main rail A, is a plate or bar, 13,the two bars being firmly bolted or riveted together and to the web ofthe rail, and

' serving to prevent the displacement of any portion of the said rail incase'of the accidental breaking of the same.

In order to prevent longitudinal movement, or, as it is usually termed,crawling of the switch-rails, which would tend to throw their points outof their proper longitudinal positions in respect to the main rails, Iplace at the junction of the switch-rail D with the siding B, andbetween the same and the main rail A, a block, I, a similar block beingplaced between the siding B and the main rail A and switch-rail D, atthe junction of the latter with the said main rail A. Each of theseblocks is firmlytbolted or otherwise secured to main rail, siding andswitch rail, so that neither of them can move independently of theothers, the maintenance of the points of the switchrails in their properlongitudinal position being thus insured.

On the cross-ties, adjacent to the switchrail D, '1 secure a number ofblocks, m, which arrest the inward movement of the said switchrail, andserve to resist the pressure exerted upon the'same by the flanges of thewheels, thus preventing such undue movement as would strain the rodwhich connects the rail to the operating-crank, or bend the tie-rod f,and consequently impair the operation of the switch. 7

To prevent like undue movement of the switch-rail D, and to stiffen thesame between the joint and the end, I secure to said switchrail, or tothe main rail A, one or more blocks, n, which serve as abutments forpreventing such undue movement, and for resisting the thrust on theswitch-rail and preventing the bending of the same.

The operation of the switch is as follows: When the parts are in theposition shown in Fig. 1, trains may pass freely in either directionalong the main line. When a train passes from the siding onto the maintrack, however, the flanges of the right-hand wheels, running on theinclined track B, will cause the flanges of the left-hand wheels to movethe switchrail D in the direction of the arrow, and consequently movethe rail D in the same direction, so that the left-hand wheels will passonto the main rail A, the rail D being moved into such a position thatit will not interfere 2, the flanges of its right-hand wheels will op- Ierate the switch-rail D and throw the switchrail D over, so that as theleft-hand Wheels pass along the rail A their flanges will not come incontact with the said rail D.

By pointing the end of the switch-rail D, I prevent that tendency of thecar-wheels to rise onto the end of the rail, when partly open or closed,to which they are subject when the end of the rail is blunt. In thepresent instance the flange of the wheel will strike on one side of thepoint or the-other, and open or close the switch automatically.

I claim as my invention- 1. The combination, of the main rail A ,havinga bent portion, a, with the switch-rail D, having a pointed end, butmaintaining its full width up to within a short distance of the end, asset forth.

2.- The combination of the switch-rail D, the

switch=rail D, having a point in advance of that of the rail D, theshaft 1), having cranks d d of unequal lengths, and the connectingrods ee, as specified.

3. The combination of the switch-rail D and main rail A with the bars i71, extending throughout the length" of the switch-rail, as

set forth. p

4. The combination of the switch-rail, main rail, and siding-rail with ablock, I, as speci- In testimony whereof I have signed my name tothisspecification in the presenoeof two subscribing witnesses.

' JOHN H. AINSWORTH.

Witnesses:

HERMANN MOESSNER, HARRY SMITH.

